Carbureter.



iF. i.. TTOWH. CMBURETEN. 'APPLlcmnom man www1. 1914.

Lmmm mmm m. 24, mm

WITNESSES lik/VENTO@ gym i it m METGHEF. L. Th'lwlitl'., 0F HUSFORJD, FLORIDA. I

CMBUMETER.

Specication of Lettere Patent.

patenten oet. aa, rare.

Application med March 21, 1914i. Serial No. @26,21%

To all whom t may concern:

Be it known that 1, FLETCHER L. TATOM, a citizen of the United States, and a resident of Hosford, in the county of Liberty and Stateof Florida, have made certain new and useful improvements in Carbureters, of which the-following is a specification.

My invention relates to improvements in carbureters, and it consists in the combinations, constructions, and-arrangements herein described and claimed.

An object of my invention is to provide a, most eicient mixture for combustion in the engine and in which the relative amount of air maybe readily varied.

A further object of my invention is to provide means by which the fuel may be sprayed into a mixing chamber which is provided with heated walls, thereby bring- 2o ing the fuel mixture to such a state as to be most economically used in the engine.

A further objectief my invention is to provide a device by means ofi which the f uel may be positively injected. into the mixlng chamber.

A further object of my invention is to provide a device in which there is no danger of back firing from the engine into the carbureter.

.Other objects and advantages will appear in the following specification and the novel features of the device will be particularly pointed out in the appended claims.

My invention is illustrated in the accompanying drawings forming part of this application in Which- Figure 1 is a central section through the device, Fig. 2 is a section along the line 2-2 of Fig. 1, Fig. 3 is a perspective View of a portion of the interior of the carbureter, Fig.v 4 is a bottom view ot' the part shown in Fig. 3, Fig. 5 is a diagrammatic view showing an engine and its connection with the carbureter, and Fig. 6 is a fragmentary view showing a modified form.

ln carrying out my invention I provide a Float chamber 1 which has the usual inlet valve 2 and float 3. Formed integrally With the wall of the float chamber and extending` therethrough is an air inlet conduit 4. The wall of this conduit is provided with an upwardly extending nozzle 5 which communicates with the interior of thc float chamber and which is controlled by means of a valve 6.' The latter, 'as will be seen from the drawing, 4is hollow and communicates with a pipe 7. The valve 6 is threaded into a plug 8 and may be turned by meansl of a hand Wheel 9 so as to open or close the opening 5x in the nozzle 5. Suitable pack-ing 10 surrounds the stem of the valve 6. f`

At 11 I have shown an annular chamber, the bottom of which forms the top of the float chamber. rlhe upper end 'of the conduit i extends through acentral opening in a flange 13 which is integral with the bottom of the chamber 11, the conduit beingsecured in place by means of a lock nut 12.

Arranged to rest upon the flange 13 is .a cylindrical member like that shown at ll in Figs. 1, 3 and 4. This cylinder is surmountedby a deflector 15 in thef'shape of a cone. Tubes 16 establish communication between openings 14:a in the sides ofthe cylindrical member 14 and openings 16a in the cone-shaped deflector 15. Above the deflector 15 is a wire gauze cap 17.

AThe walls of the annular chamber 1l are threaded-.internally to receive the threaded lower extension 18x of a dome 18, which 'surrounds the gauze cap, as shown. This dome isprovided with double Walls so as to afford a jacket 18y between the Walls. The jacket. is in communication by means of a pipe 19 with the exhaust pipe (not shown) of the engine so that part of the exhaust will pass through the pipe 19, through the heating jacket 17?', and out by a pipe 20.

The annular chamber 11 communicates by means of an integral discharge passage 21 with a pipe 22 leading to the intake manifold 23. The pipe 22 has an extension 22 in which is disposed a valve 24 having a valve handle25. Within the air intake conduit is a valve 26, while a similar valve 27 is disposed in the outlet passage 21 leading from the annular chamber 11.' The valves' 26 and 27 ar-e preferably connected together by means of a parallel link device shown in dotted lines at 28.

From the foregoing descriptionof the various parts of the device'the Operation thereof may be readily understood.

rllhe pipe 7 (see Fig. 5) is connected by branch pipes 7 x with the cylinders 29 of the engine, check valves 30 bein disposed in the branch pipes to prevent badl pressure from one cylinder from entering another cylinder. The thumb' wheel 9 which controlsthe valve 6 is turned so as to admit fuel. Now on opening the valves 26 and 27 to starting po- ,f reter may be obviated.

sition the engine is cranked and the air I.which is forced out of the cylinders through the pipe 7 entrains the fuel at the nozzle 5x .and sprays the latter against the apex of the cone 15. The fuel is deflected by the cone upon the heated walls of the dome or mixing chamber 18. It will be observed that the walls of the mixing chamber adj acent to the cone 15 are substantially parallel with the walls of the latter. The result is that when the fuel is deflected by the cone upon the wall of the mixing chamber, it is spread out so that evaporation can readily take place. The suction of the engine causes air to be drawn in through the air intake conduit where it is mixed with the fuel which is injected from the nozzle 5X. It will be observed that the end of the nozzle 5x is substantially at the fuel level and the fuel is injected into the dome 18 in the form of an atomized spray. The suction of the engine causes the carbpreted mixture to pass through the gauze 17 and thence through the passages 16 into the annular chamber 11 through openings 11a which register with the openings 14a. The charge is drawn past the valve 27 and thence through the intake manifold where it is ignited in the cylinders in the usual way.

It will be vobserved that by means of the valve 24 more or less air may be admitted -directly into the manifold, whileP by means of the valves 26 and 27 more or less air can be caused to pass up through the carbureter proper and ythen into the intake manifold. By manipulating these valves the proper mixture of air and gas may be attained for any given condition. It will be found that this device provides a large quantity of fuel in the mixing chamber or dome 18.v If there is an excess supply the fuel will run down the walls and will run back into the float chamber `through an opening 31. The arrangement provides for a copious supply of fuel and by opening the valves 26 and 27 wide, it will be seen that all the fuel that is needed at any time can be easily supplied to the engine.

A The device contemplates the provision of means whereby back firing into the carbu- It will be apparent that when the valve 24 is opened air will be drawndirectly into the manifold. The lean mixture may cause a backfire, but this back fire will pass' out through the pipe 22?. In practice I have found that with the use of the gauze 17 there is no danger of the back firing through the carbureter itself, i. c., through the hood orrmixing chamber 18.

When the valve 6 is once set there is no especial' need for regulatingI- the valve since all regulation may be-accomplished by means of the valves 26 and 27 and -the valve 24. As has been explained any surplus fuel drawn into the mixing chamber will run back into the fioat chamber so that the charge which eventually goes into the manifold is of the right consistency for most efficient combustion. The heating of the chamber 18 also gives to the charge greater eiiciency than it would otherwise have.

In Fig. 6 I have shown a modified form of the device in which the valve 6 is set permanently in position. It Will be understood of course that the interior of the valve communicates with a pipe similar to that shown at 7 leading from the cylinder to the engine.

` I have described the means by which the engine is started which includes the injection of the liquid fuel by means of the pressure through the pipe 7. After the engine has once-started, however, the pipe 7 may be closed by means of the valve 30 or other similar device and the suction of the engine will be entirely sulicient to cause the injection of the liquid fuel up against the deector and into the interior of the dome 18.

The device for injecting the fuel initially into the mixing chamber affords a ready means of starting a cold engine, since with this device there is no necessity of priming. I have found in practice that the engine will start readily by merely cranking upon the coldest days.

I claim:

l. In a carbureter, a mixingl chamber, a mixture conduit leading to said mixing chamber, a deflector between said mixing chamber and said mixture conduit, said deilector comprising a hollow cone having a closed apex, an open end extending into the mixing chamber, a discharge pipe, and means for establishing communication between the interior of said hollow cone and said discharge pipe.

2. In a carbureter, a mixing chamber, a mixture conduit leading to said mixing chamber, a deflector between said mixing .chamberV and said mixture conduit, said deflector comprising a hollow cone having an open end extending into the mixing chamber, a discharge pipe, and means for establishing communication between the interior of said hollow cone and said discharge pipe, said means comprising an annular chamber, a plurality of conduits extending from said hollow cone to said annular chamber, said discharge pipe being in communication with said annular chamber.

3. In a carbureter, a mixing chamber, a mixture conduit leading to said mixing chamber, a deflector between said mixing chamber and said mixture conduit, said deflector comprising a hollow cone having an open end extending into the mixing chamber, a discharge pipe, and means for establishing communication between the interior of said hollow -cone and said discharge pipe, said means comprising an annular chamber disposed concentrically with respect to the ax1s of the cone, a plurality of conduits communirating at one end with the interior of the cone and at the other end with the annular chamber. said conduits being encircled by said annular chamber, and said discharge pipe being in communication with said annular chamber.

4. In a carbureter, a mixing chamber, a mixture conduit leading to said mixing chamber` a dellector between said mixing chamber and said mixture conduit. said deiector comprising a hollow cone having a closed apex, an open end extending into the mixingr chamber. a gauze cap disposed over the open end of the cone, a discharge pipe,

and means for establishingy communication between the interior of said hollow cone and said discharge pine.

5. In a carbureter, a mixing chamber, a

mixture conduit leading to said mixing' chamber, a' delector between ,said mixin chamber and said mixture conduit, said delector comprising a hollow cone having a closed apex, a fuel injector pipe disposed in said mixture conduit, the outlet of said injector pipe being directed toward the apex of the cone and lying in line with the main axis of the cone.

6. In a carbureter, a mixing chamber, a mixture conduit leading to said mixing chamber, a deflector between said mixing chamber and said mixture conduit, said delector comprising a hollow cone having a closed apex, ay fuel injector pipe disposed in said mixture conduit, the outlet of said injector pipe being directed toward the apex of the cone and lying in line with the main axis of the cone, the walls of the mixing chamber adiaent to the cone dellector being substantially parallel with the walls of the cone but spaced therefrom whereby the liquid injected against the cone' and deflected by the cone is spread out over the Walls of the mixing chamber.

FLETCHER L. TATOM.

Witnesses L. A. STANLEY, SoLoN C. KmioN. 

